Shock-absorber for vehicles.



J. B. BURROUGHS. SHOGKABSORBBR. FOR VEHICLES. APPLICATION FILED AUG. 16,1910.

1,007,917, Patented N0v.7,1911.

2 SHEBTSSHEET 1. v

J. B. BURROUGHS. SHOCK ABSORBER FOR VEHICLES. APPLICATION FILED AUG. 16,1910.

1,007,917, v Patented Nov. 7,1911.

2 SHEBTS-SHEET 2.

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gy ww i zw UNITED STATES PATENT OFFICE.

JOSEPH B. BURBOUGHS, OF OBERLIN, OHIO.

SHOCK-ABSORBER FOR VEHICLES.

' T all whom it may concern:

. vented certain new and useful Improvements in Shock-Absorbers forVehicles, of which the following, taken in connection with the drawing,is a description.

My invention has for its object the production of a shock absorberdesigned to be used on vehicles, more especially on automobiles andother motor vehicles which have heretofore used pneumatic tires.

A further object of my invention is to so construct this mechanism thatit will be possible to do away entirely with the pneumatic tires as nowused, by positioning the pneumatic tire entirely above and out ofcontact with the ground so that there will be no wear whatever on thetread of the tire, thereby making it possible to make one complete setof pneumatic tires last as long as the frame or any of the other partsof the vehicle, and at the same time the shocks and jars incident totraveling on a rough road will be so absorbed and distributed that thevehicle will at all times ride easy.

A further object of my invention is to provide a pneumatic tire orpneumatic cushioning means which shall be mounted upon the same shaft oraxle with the wheels, and being of smaller diameter than the wheels ofthe vehicle, it does not at any time come in contact with the ground,nor does it necessarily have to revolve with the axle. IVith thisconstruction the pneumatic tires, or other cushions absorb every shockthe same as when placed on the rim of the wheel, but being at all timesout of contact with the roadbed are not liable to be punctured orotherwise damaged by objects lying in the roadway. By this means a solidtire may be used on the wheels, thereby greatly lessening the expense ofmaintenance of the vehicle, as well as lessening the number of accidentsto vehicles of this class on the road.

I also contemplate by my improved construction the arrangement of otherelastic devices embodying cushioning springs which may take the placeentirely of the pneumatic tires either on the wheels, or as a cushioningmeans above the wheels.

In the accompanying drawings I have Specification of Letters Patent.

Application filed August 16, 1910.

Patented Nov. *7, 1911.

Serial No. 577,400.

illustrated what I now consider the preferred form of my construction,although it is obvious that the details thereof might be changed withoutdeparting from the spirit of my invention, and in these drawings Figure1 illustrates a side elevation of an automobile wheel, partly brokenaway with my improved shock absorber applied to the axle, and connectedto the frame of the chassis; Fig. 2 is a detail of the levers andfulcrum pin; Fig. 3 is an end view of the buffer; Fig. 1 is a top planview of the construction shown in Fig. 1; and Fig. 5 is a modified formof construction illustrating the use of elliptic springs instead ofpneumatic cushions.

The drawings illustrating my invention show it applied to one axle andin connection with one only of the wheels of the vehicle, and as itsapplication to each of the wheels of the vehicle is the same, adescription of one will suffice for all. I

The body of the vehicle with which this construction is designed to beused may be any of the different types as now manufactured, said vehiclebody forming no of my invention. I havenot illustrated the same inconnection with my shock absorbing mechanism.

Referring'to Fig. 1, A, A, represents a part of the chassis frame, whichis broken away to illustrate the mechanism hereinafter explained, andupon which frame the body of the vehicle is mounted. Bearing boxes B, B,are secured by bolts 6, b, or otherwise to the frame A, A. C is the axleupon which the wheel C is mounted. The wheels of the vehicle areprovided with pneumatic or cushion tires 0. Mounted upon the axle O, orupon a loose sleeve which is mounted upon the axle, is a superterraneanpneumatic receiving wheel or other elastic mechanism which is capable ofreceiving and transmitting any of the shocks and jars caused by a roughroad or obstructions of any kind against which the vehicle comes incontact. In the form shown in Fig. l, I have provided a frame which ispreferably formed of two pieces 0, 0 to which are secured by the bolts 00 or otherwise, the two piece circular rim 0 c Mounted upon this rim,and either partially or entirely surrounding the same, is a pneumaticcushion or tire D. This pneumatic cushion with the frames 0 0 may or maypart not be made to revolve with the wheel C. Resting upon the tire orcushion D is a bufier G, which is preferably although not necessarilymade of rubber. This bufl'er has 5 a recess g upon the under sidethereof which takes over the pneumatic tire or cushion D. and forms aguide, which prevents the tire or cushion from being jarred out ofplace. Above the buffer G is a pneumatic cushion G, which has restingupon it a bolster E, having an engaging rim 9 securing together thecushion G and the bolster E. Extending downwardly from the two ends ofthe bolster are the hanging bars E, E, which pass through guides e, esecured to the bearing boxes B, B, or to the chasses A, A. Movablysecured to the lower end of the hanging bars E E, are the links 6, e.Levers F, F, are connected to the links 6, e and to a fulcrum pin f, f,which extends through the bearing box B, B, and connects the short armsof the levers f, f. The fulcrum pins f, f, are keyed tightly to the twoarms of the levers F, f for a purpose here 25 inafter described.Extending parallel with *the frame of the chassis is a coiledcompression spring H, which is engaged at each end thereof by the hooksh, h, which extend from the pull rods H, H which are in turn supportedin the end of the short arm of the lever f.

In Fig. 5 I have shown a modified form of cushioning means, whichconstruction may be applied to the axle in place of the wheel withthepneumatic tire or cushion illustrated in Fig. 1. In this construction Iemploy elliptic springs which are mounted upon the axles of the vehicle.These may be double, triple or quintuple springs as desired, dependingupon the service in which the vehicle is used. A frame Z, is securedeither to the axle- G or to a sleeve loose on the axle, and extendsthrough or is otherwise engaged to the lower ellipse K of the spring.The upper ellipse K of the spring is secured to the bolster E in anydesired manner.

The operation of the device is as follows: When the wheel strikes anobstruction and is jarred, the axle C with the superterranean shockreceiving mechanism is automatically jarred upwardly. ,The weight of theautomobile through the frame thereof rests .upon the shock absorber andhas the effect when jarred to press downwardly on the top of the elasticmechanism heretofore described.

In the construction shown in Fig. 1 that much of the shock which is notabsorbed by the cushion D continues upwardly through the buffer G,pressing against the rubber or pneumatic cushion G. This raises thebolster E which pulls upon the rods E, E, and operates the long arms ofthe levers F, F. The fulcrum pins f, f, beingckeyed to the levers F, F,f, f, the short arms are simultaneously moved by the operation justdescribed, which transmits the shock or jar to the compression spring H.

The operation of the construction shown in Fig. 5 is practically thesame as that just described, the elliptic springs absorbing the shockfrom the axle the same as the pneumatic cushioning means just describedand transmitting it to the bolster E, the resultant shock passing thencethrough the connecting lever mechanism to the horizontal spring H.

Thus it will be seen that the shock or jar occasioned by rough roads orobstructions will be distributed through the mechanism above described,and the effect upon the vehicle itself will be the same as though thecushioning means were on the rims of the wheels where they are liable tobe damaged by puncturing and otherwise, and rapidly wear out; whereas bythe use of this construction the pneumatic tire may either be eliminatedentirely, or placed where the wear upon it is so slight that it will.last as long as any of the other parts of the machine.

I claim 1. In a wheeled vehicle, a shock absorber comprising auxiliarywheels mounted upon the axles of the vehicle in proximity to the vehiclewheels and being of smaller diameter than the vehicle wheels a pneumaticcushion mounted upon and coacting with each of said auxiliary wheels,and bolsters above the pneumatic cushions extending at right angles tothe axles of the vehicle, substantially as described.

2. In a wheeled vehicle, the combination of the chassis, axles andwheels thereof, with an auxiliary wheel mounted in proximity to each ofthe wheels of the vehicle, a buffer and pneumatic cushion mounted aboveand coacting with each auxiliary wheel, a bolster above each auxiliarywheel, a spring extending parallel with each bolster, and leversconnecting the ends of the bolsters with the ends of the springs wherebythe resultant jar is transmitted to the springs, sub stantially asdescribed.

3. In a wheeled vehicle, the combination of the chassis, axles andwheels thereof with an auxiliary wheel mounted on a non revoluble sleevesurrounding each axle and in proximity to each of the vehicle wheels, abuffer and pneumatic cushion above each auxiliary wheel through whichthe shock is first transmitted vertically, a bolster a longitudinallyextending compression spring coacting with each auxiliary wheel, andlevers connecting said bolster and spring through which the resultantshock is transmitted to said spring, substantially as described.

4. In a wheeled vehicle, the combination of the chassis, axles andwheels thereof, with a pneumatic tired superterranean wheel mounted uponthe same axle and in proximity to each of the vehicle wheels, apneumatic cushion above each superterranean wheel, a bolster extendingat right angles to the axle, a spring extending parallel with thebolster, and levers mounted in the vehicle frame connecting the bolstersand springs whereby the resultant shock is transmitted horizontally,substantially as described.

5. In a wheeled vehicle, the combination of the chassis, axles andwheels thereof, with a superterranean cushioning wheel mounted upon thesame axle with the vehicle wheels, bolsters extending parallel with thechassis, horizontally disposed springs, levers mounted in the chassisframe connecting said bolsters and springs whereby the resultant shockis transmitted from the vertically disposed cushioning mechanism to thehorizontally disposed springs, substantially as described.

(3. In a vehicle wheel, a shock absorber coacting with the wheels of thevehicle, said shock absorber comprising a superterranean cushioningwheel mounted upon the axles of the vehicle near each vehicle wheel,bolsters supporting the weight of the vehicle body, a buffer betweeneach bolster and its cushioning wheel, horizontally disposed elasticmembers, and levers mounted in the vehicle frame connecting said memberswith the bolster, substantially as described.

7. In a wheeled vehicle, the combination of the chassis, axles andwheels thereof, with a superterranean wheel mounted upon the axles neareach vehicle wheel, a buffer and pneumatic cushion mounted above each ofthe superterranean wheels, a bolster above each of said pneumaticcushions and extending parallel therewith, a horizontally extendingspring, and levers connecting each end of the bolsters with each end ofthe spring, whereby each cushioning mechanism is operable independentlyof any other, substantially as described.

8. In a wheeled vehicle, a shock absorber comprising non revolublesuperterranean cushioning members mounted upon the axles of the vehicleand operating vertically, a bolster above said cushioning members ahorizontally disposed spring in proximity to each of said cushioningmembers, a hanger bar depending from each end of the bolster, and bellcrank levers connecting said hanger bars and the spring, substantiallyas described.

9. In a wheeled vehicle, the combination of the chassis, axles andwheels of the ve hicle, with nonrevoluble auxiliary wheels mounted uponeach axle in proximity to the vehicle wheels, pneumatic cushioningmechanism above said auxiliary wheels, bolsters extending parallel withthe chassis above said cushioning mechanism, a horizontally extendingspring coacting with each cushioning mechanism, levers connecting saidbolsters and springs whereby said cushioning and spring mechanisms areunited in consecutive action, substantially as described.

In testimony whereof I have signed this specification in the presence oftwo subscribing witnesses.

JOSEPH B. BURROUGHS.

Witnesses:

JAY W. SEAVER, H. D. PHILLIPS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

